Automated, wireless, cargo restraint tension control and monitoring system

ABSTRACT

A cargo restraint system includes a body, a first connecting end and a second connecting end on opposing sides of the body, wherein the first and second connecting ends are coupled to a securing member which is used to restrain the cargo. One or more load sensors are coupled to the first connecting end and/or the second connecting end. A controller is coupled to the one or more load sensors. The controller is configured to receive tension information from the one or more load sensors. The controller includes a transmitter capable of transmitting the tension information to a remote device. The controller may include a database to store the information.

PRIORITY CLAIM

This application claims priority to U.S. Provisional Application Ser.No. 62/409,530 entitled “AUTOMATED, WIRELESS, CARGO RESTRAINT SYSTEM”filed Oct. 18, 2016; which is incorporated herein by reference in itsentirety.

BACKGROUND OF THE INVENTION 1 Field of the Invention

The invention generally relates to cargo restraint systems. Morespecifically, the invention relates to cargo restraint systems thatinclude a smart controller that monitors the status of the cargorestraint system.

2. Description of the Relevant Art

The restraint of cargo is one of the critical technologies for themovement of all logistics. Shifting and loose cargo on any vehiclethreatens the vehicle, those piloting the vehicle and those near thevehicle who may be impacted by the cargo if it is accidentally released.Almost daily there are news stories about drivers and passengers ofvehicles that are injured, or even killed, by cargo that has beenaccidentally released from trucks and cars or becomes loose and moveswithin the transporting vehicle. In addition, in many locales, driversof heavy carry trucks are required to constantly stop their vehicle andinspect the cargo restraints to insure that the load cannot get loose.Such stops are dangerous and time consuming. Passive tie down systemsare incapable of alerting the drivers that the load has shifted, therestraint has come loose or even that the cargo has been lost. Inaddition, many pieces of cargo, such as large air conditioning units,require a limited holding force to insure that the cargo is not bent,distorted or ruined by overtightening, which increases the probabilityof a loosening event.

In addition, many of workers are reaching the end of their careers suchthat the effort to secure the cargo often results in strains and injury.The restraint devices such as chains and binders are heavy, requirecrawling around the vehicle, dragging such devices around the load, andlacing chains in and around the lashing points, activities which becomemore difficult as one ages. In addition, regardless of age, securingcargo is a time consuming activity and anything that reduces the timeinvolved will produce significant cost savings.

Current methods of securing cargo utilize binders, straps and chainsthat give the user no knowledge of how much force is being used to holddown the cargo. In addition, the “dumb” security devices have no meansof informing the user if and when a securing device has or will loosento the point of losing the cargo.

SUMMARY OF THE INVENTION

The devices described in this disclosure are designed to reduce the riskof loose cargo by monitoring the tension on the load electronically andalerting the driver or other stakeholders regarding the level of tensionplaced on the cargo. The device further automatically adjusts thetension on the device (tightens or loosens), which should reduce overtensioning on sensitive loads, speed up the securing process andminimize the time spent checking the load. Finally, reducing the effortneeded to secure the load reduces injuries and fatigue encountered inthe process of securing the load.

In an embodiment, a cargo restraint system includes a body, a firstconnecting end and a second connecting end on opposing sides of thebody, wherein the first and second connecting ends are coupled to asecuring member which is used to restrain the cargo. One or more loadsensors are coupled to the first connecting end and/or the secondconnecting end. A controller is coupled to the one or more load sensors.The controller is configured to receive tension information from the oneor more load sensors. The controller includes a transmitter capable oftransmitting the tension information to a remote device.

In an embodiment, the controller is further configured to filter outnoise associated with the tension information, wherein the noise isassociated with changes in tension produced by movement of the chainand/or the cargo. The filtered tension information is used by thecontroller to determine if the securing member is undergoing a looseningor tightening which requires adjustment of the tension applied by thesecuring member to the cargo. In one embodiment, the noise is defined asa percentage of a baseline tension. The controller is configured to sendan alert to the remote device to indicate that the tension of thesecuring member on the cargo should be adjusted if the measured tensionexceeds the noise.

In some embodiments, the controller is capable of transmitting tensioninformation to the remote device using multiple communicationmodalities. In another embodiment, the controller is further configuredwith a transceiver, wherein the device is capable of receiving commandsand settings from a remote device.

In some embodiments, the controller includes preset tension limitsprogrammed into the controller. The controller provides an alert whenthe tension measured by the one or more load sensors is greater than orless than preset tension limit.

In an embodiment, the system includes a restraint system disposed in thebody. The restraint system is configured to increase or decrease thetension on the securing member. In one embodiment, the restraint systemis configured to increase or decrease the tension on the securing memberin response to an alert produced by the controller when the tension onthe securing member is above or below a predetermined tension. In oneembodiment, the controller includes preset tension limits programmedinto the controller. The restraint system is configured to increase ordecrease the tension on the securing member in response to an alertproduced by the controller when the tension on the securing member isabove or below the preset tension limits.

In an embodiment, the controller provides an alert when the tensiondrops below a predetermined level that indicates that the cargo is nolonger secured by the securing member.

In an embodiment, a method of restraining cargo includes passing asecuring member around at least a portion of the cargo and coupling theends of the securing member to a cargo restraint system. The cargorestraint system comprising the components as set forth in the Summarysection above. The method further includes: increasing the tension onthe securing member to secure the cargo in a predetermined location;monitoring the tension on the securing member using the one or more loadsensors; and transmitting the tension information to a remote device.

In an embodiment, the method also includes filtering out noiseassociated with the tension information, wherein the noise is associatedwith changes in tension produced by movement of the chain and/or thecargo. The method also includes using the filtered tension informationto determine if the securing member is undergoing a loosening ortightening which requires adjustment of the tension applied by thesecuring member to the cargo. In an embodiment, the noise is defined asa percentage of a baseline tension, and wherein the controller isconfigured to send an alert to the remote device to indicate that thetension of the securing member on the cargo should be adjusted if themeasured tension exceeds the noise.

In an embodiment, the controller includes preset tension limitsprogrammed into the controller. The method further includes providing analert when the tension measured by the one or more load sensors isgreater than or less than preset tension limit.

In an embodiment, the cargo restraint system further includes arestraint system disposed in the body. The method further includesincreasing or decreasing the tension on the securing member using therestraint system. In one embodiment, the method includes increasing ordecreasing the tension on the securing member in response to an alertproduced by the controller when the tension on the securing member isabove or below a predetermined tension. In some embodiments, thecontroller comprises preset tension limits programmed into thecontroller. The restraint system is configured to automatically increaseor decrease the tension on the securing member in response to an alertproduced by the controller when the tension on the securing member isabove or below the preset tension limits.

In an embodiment, the method further includes providing an alert whenthe tension drops below a predetermined level that indicates that thecargo is no longer secured by the securing member.

BRIEF DESCRIPTION OF THE DRAWINGS

Advantages of the present invention will become apparent to thoseskilled in the art with the benefit of the following detaileddescription of embodiments and upon reference to the accompanyingdrawings in which:

FIG. 1A is a perspective view of an embodiment of a cargo restraintsystem;

FIG. 1B is a perspective view of a remote controller for a cargoresistant system;

FIG. 2 is an isometric drawing of a powered restraint system in theembodiment of FIG. 1;

FIG. 3 is an exploded view of the powered restraint system of FIG. 2;

FIG. 4 is a view of the powered restraint system of FIG. 2 shown indisassembled condition;

FIG. 5 is an isometric drawing of the assembly of FIG. 2 with a powerunit added thereto;

FIG. 6 is a partially cut-away perspective view of a quick release hookassembly;

FIG. 7 is a view of the quick release hook assembly with its componentsdisassembled;

FIG. 8A is a perspective view of an embodiment of a cargo restraintsystem;

FIG. 8B is a perspective view of a remote controller for a cargoresistant system;

FIG. 9 is a perspective view of an alternate embodiment of a cargorestraint system;

FIG. 10 is a perspective view of a cargo restraint clip; and

FIG. 11 is an exploded view of a cargo restraint system.

While the invention may be susceptible to various modifications andalternative forms, specific embodiments thereof are shown by way ofexample in the drawings and will herein be described in detail. Thedrawings may not be to scale. It should be understood, however, that thedrawings and detailed description thereto are not intended to limit theinvention to the particular form disclosed, but to the contrary, theintention is to cover all modifications, equivalents, and alternativesfalling within the spirit and scope of the present invention as definedby the appended claims.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

It is to be understood the present invention is not limited toparticular devices or methods, which may, of course, vary. It is also tobe understood that the terminology used herein is for the purpose ofdescribing particular embodiments only, and is not intended to belimiting. As used in this specification and the appended claims, thesingular forms “a”, “an”, and “the” include singular and pluralreferents unless the content clearly dictates otherwise. Furthermore,the word “may” is used throughout this application in a permissive sense(i.e., having the potential to, being able to), not in a mandatory sense(i.e., must). The term “include,” and derivations thereof, mean“including, but not limited to.” The term “coupled” means directly orindirectly connected.

Referring to FIGS. 1-8, there is shown a first embodiment of a cargorestraint system 10. As shown in FIG. 1, system 10 includes a poweredrestraint system 12 that is used to create a self-tightening andself-releasing restraint system. In accordance with one aspect of theinvention, the cargo restraint system uses an arrangement of highstrength bevel gears as shown in FIG. 4. In particular, system 10employs a hook receiver bevel drive gear 14, coupled to an internallythreaded hook receiver 18, and a claw screw bevel drive gear 16 which iscoupled to exterior threaded claw receiver 24. Hook receiver bevel drivegear 14 and claw screw bevel drive gear 16 each revolve around a forgedcentral axle 26. Threaded hook receiver 18 may be coupled with hook 28via complementary threading on hook shaft 22. Threaded claw receiver 24may be coupled to claw 40 via complementary internal threading in thehollow claw shaft 20. The receivers (18, 24), attached to the bevelgears, are driven by driver bevel gear 30, which is attached to thecentral axle. When the drive bevel gear 30 is rotated, the bevel gears(14, 16) on the receiver tubes rotate in the same direction. If thedriver bevel gear 30 is rotated counterclockwise, both receiver bevelgears (14, 16) rotate clockwise, which cause receivers (18, 24) to alsorotate clockwise, being directly coupled to the receiver bevel gears.Rotation of hook receiver 18 in a clockwise direction causes hook shaft22 to be drawn into receiver tube 18, toward the central drivemechanism. Similarly, rotation of claw receiver 24 in a clockwisedirection causes claw shaft 20 to be drawn over claw receiver 24, towardthe central drive mechanism. When a securing member (e.g., a chain,cable, rope, etc.) is coupled to hook 28 and claw 40, the securingmember is tightened around the cargo when the receivers are drawn towardthe central section of the system. If the driver bevel 30 is rotatedclockwise, the securing member is loosened. It is estimated that anelectric motor or impact wrench, coupled to driver bevel gear 30, with apeak torque of 250 ft-lbs would easily spin the drive gears even undersevere loads.

In some embodiments, the restraint system components include: a hookshaft 22, a hook receiver 18, a hook receiver bevel drive gear 14, adrive bevel gear 30, a manual drive receptacle 32 (see FIG. 3), ancentral axis pin 26, a claw screw bevel drive gear 16, a main housing34, a battery 36 (see FIG. 8A), a motor 38 (see FIG. 8A) and electronichousing 40 (see FIG. 8A), a claw screw 24 (see FIG. 4), and a clawreceiver 20 (see FIG. 4). The components are preferably of forged steelconstruction and sealed to the environment. The assembly 10 isinsensitive to extreme heat or cold. A quick manual override of themotor powered system is provided by means of manual drive receptacle 32.

In one embodiment, a quick release claw 40 is designed to hold asecuring member when engaged, and to lock in such a way that loadshifting will not cause the securing member to be released whiletightening. Claw 40 will also be configured to release the securingmember, either by manual opening of the claw, or when instructed by aremote controller, as will be hereinafter described in further detail.In an embodiment, securing member may be released through directintervention by manual application of force on release tab 43.

With reference especially to FIGS. 6 and 7, the quick release hookcomponents include a claw shaft 20, a claw actuator spring 42 (see FIG.6), a detent 47, a spring assembly 46, and a claw 48. The components areof forged steel construction and, preferably sealed to the environment.

In one embodiment, the cargo restraint system includes an internalcontroller 54 which monitors and interprets signals coming from loadsensors, motor and battery, internal to the restraint system 10, as wellas control signals from remote control 50, as will be describedhereinafter in further detail (FIG. 8B). Internal controller 54 withinhousing 40 sends data from the restraint system 10 to the remote control50, including, but not limited to, such information as battery strength,the load on the restraint system, a unique identification of therestraint system, and whether the restraint system has been released anddropped to the ground. Furthermore, internal controller 54 can receivedata from remote control 50 and act on it in order to perform certainfunctions, including, but not limited to, order the load to be released,order the tension on the load to be increased or loosened in transit,and, after release, order restraint system 10 to extend to a fullyreleased position.

Remote control 50, shown in FIG. 1B, allows the user to interact,remotely, with the restraint system 10. In one embodiment, remotecontrol 50 is a hand-held transceiver with a keypad, barcode scanner,and LCD display. In one embodiment, controller 50 monitors and storesinformation coming from multiple individual restraint systems. Suchinformation may include, without limitation, a unique identifier (ID) ofone or more of the tensioning stations; the condition of one or more ofthe tensioning stations; remaining battery life in one or more of thetensioning stations; the current load on one or more of the tensioningstations; and error conditions exhibited by one or more of thetensioning stations. Controller 50 preferably includes a mapping anddisplay capability so that a graphical representation of the location ofone or more of the tensioning stations can be provided, and informationregarding the status of each mapped tensioning station associated withthe graphical representation. The controller 50 is capable of sending arelease signal to one or more of the tensioning stations, and can obtainthe ID of each tensioning station when it is installed so that it can beidentified and located. Controller 50 further preferably communicateswith a computer system, so that the information regarding the tensioningstations may be stored and communicated to various relevant parties.

Restraint system 10 also includes one or more sensors 55 (see FIG. 1)that measure and monitor the operating parameters of the system. Sensorsthat may be incorporated into the restraint system include a sensor fordetecting the tension on the securing member. Additional sensors may beused to determine if the securing member is properly engaged with thehook or the claw, and if the restraint system has been disengaged fromthe securing member. Accordingly, sensors 55 may be configured todetermine when grip is dropped to the floor and fully disengaged. Inaddition, for the fastest redeployment, the grip should be in its fullyextended mode when the crew is trying to attach the grip to the vehicle.In this way, the grip has the greatest amount of take-up distance whenattached to the securing member. A sensor may be used to tell the systemwhen the components of the restraint system are fully extended. Finally,an underway tension adjustment methodology is incorporated in theinternal controller and/or the remote controller. A control algorithm isused by either controller to balance the need to keep the cargo securewith the control problem of tension “seeking” (i.e. detensioning andover tensioning), battery life, allowable tensioning limits, and so on.

In embodiments which include a motor drive for the turnbuckle, a powersource 36 for the motor drive is preferably one selected to strike abalance between power, power density, safety, longevity, cost, and otherfactors. Lithium batteries show distinctive advantages in weight overother types of batteries. In one embodiment, a quick charge AerogelCapacitor is used to power the motor drive. In a preferred embodiment,each restraint system includes a battery that will allow the restraintsystem to be used at least fifty times without recharging. Batteryshould provide sufficient power to the motor to allow the restraintsystem to secure the cargo within 45 seconds and unwind within 30seconds on arrival of the cargo at its final destination. This providesan overall time savings in the loading/unloading part of thetransportation of cargo of 50% to 70%. Advantageously, disembarking timeis only limited by the time it takes to move the cargo off of thecarrier.

For embodiments which incorporate a motor drive 38 for the turnbuckle,the motor may be a Quadrant System radially wound, electronicallycommutated, brushless motor (ECBM). The Quadrant is a variety of ECBMthat uses a powdered metal stator to reduce eddy losses, and has atheoretical one pound to one horsepower output. In one embodiment, motordrive 38 can be made in a wide variety of aspect ratios (diameter toheight) without significant changes in efficiency. The motor power is inthe 400- to 500-watt range, and the motor weighs on the order of 14ounces, and is estimated to have 350 in/lbs, of torque. In a specificembodiment, the motor is approximately 400 watts at 18 volts, with adiameter of 70 mm and a height of 40 mm. The motor drive preferably usesa powdered metal stator and rotor and state-of-the-art magnetic materialfor a potential of a 1 hp, 1 pound. As a delivered “system” it willweigh approximately 18 lbs for a 15% savings.

In some embodiments, restraint system is a fully automated grip thatwill self-tighten once attached, maintain its tension while underway,and remotely unlash and drop away from the cargo with no humaninterventions at the disembarking location. In a fully-featuredimplementation, the restraint system is designed to monitor its ownoperational status and let users know when operational intervention isrequired, such as recharging, maintenance, or relocation.

In accordance with another important aspect of the invention, in a givenimplementation a system having fewer than all of the optional functionalelements described herein can be provided. At the lowest end, therestraint system itself, with an off-the-shelf drill-driver to power it,might be deployed without inclusion of a motor, sensor, or electronicsof any type. Such a simple implementation of the invention still offerssignificant benefits and improvements in lashing/unlashing times ascompared with prior art systems.

In another implementation a simple battery-powered tension sensor may beincluded.

An alternate embodiment of a cargo restraint system 100 is shown in FIG.9. Restraint system 100 includes a motor 107, a gear reduction drive106, a battery pack 108, controller/communication boards 109, and a loadcell 110. A screw thread 103 is rotated by motor 107, through the gearreduction drive 106 and a thrust load bearing 104. Screw thread 103 iscomplementary with internally threaded load tube 102 which is connectedto a hook 101. Hook 101 may be fastened to a securing member (e.g.,chain 112). A second hook 111 is coupled directly to housing 105. Thus,in contrast to the previous embodiment, second hook 111 is not pulled orpushed from the housing, but instead remains at a fixed position to thehousing. While the use of hooks are depicted in this embodiment, itshould be understood that any kind of connector may be used to couplethe restraint system with the securing member, including hooks and clawsdescribed earlier). In an embodiment, second hook 111 may not be presentand the end where the hook was attached may be fastened directly to thecargo being secured or to the trailer/vehicle carrying the load. Loadcell 110 includes one or more sensors that determine the tension on therestraint system when the system is engaged with cargo. An alternateembodiment may use a tension and/or compression measuring device that isintegrated into the body 105. An alternate embodiment may use amicroprocessor and transceiver for the controller/communication boards.

Motor 107, whether AC or DC, generates the force necessary to pull hook101 inward into the housing body 105 to tighten the load. Motor isreversible and can reverse the direction to move the hook away from thehousing body. This allows chain 112 to loosen, allowing the chain to bedisengaged from hook 101 and released from the cargo. Motor 107 drivesthough a gear reduction device 106 to multiply the force of the motor todeliver sufficient tension to the chain or securing strap to hold thecargo. Gear reduction device 106 may be any combination of planetarygears, spur gears or a harmonic drive capable of multiplying therotational torque from the motor to tighten and hold the load asrequired. Operation of motor 107 and gear reduction drive 106 drives thescrew thread 103 which multiplies the force of the pull and thustightens the chain 112, increasing the tension on the chain.

The screw thread device 103, fixed to gear reduction drive 106, appliesthe force through the housing body 105 though a thrust bearing 104sandwiched between the screw thread flange 113 which is fixed to thedistal end of screw thread device 103 and the housing body 105. Thus,housing body 105 is the load carrying member that conducts thetensioning force through the chains 112 to the hooks (101, 111) throughthe internally threaded load tube 102 though the screw thread device 103which is loaded onto the screw thread flange 113 onto and through thethrust bearing 104 which then loads the housing body 105.

Motor 107 is powered by batteries 108. In some embodiment, motor 107 maybe powered by an external power source. Batteries 108 could be chargedfrom an external source though a charger hookup external to the unit orthe charger circuit could be added to the microprocessor controllerboard 109.

An alternate embodiment of a cargo restraint system is depicted in FIG.10. Cargo restraint system 200 acts as a clip that couples the ends of asecuring member, but does not provide a device for tensioning thesecuring member. Restraint system 200 includes a first connecting end205 and a second connecting end 215 on opposing sides of the restraintsystem. While connecting ends are depicted as curved ends, a connectingend can be in any configuration that allows it to be coupled to asecuring member being used to secure cargo. For example, connecting endsmay be in the form of hooks or claws (including hooks and clawsdescribed earlier) and may be in a quick release configuration.

Restraint system 200 includes a load sensor 210 which measurers thetension between first connecting end 205 and second connecting end 215.Load sensor 210 is coupled to microprocessor/transmitter 220.Microprocessor/transmitter 220 collects tension information from loadsensor 210, stores and/or processes the tension information, andtransmits the information to a remote controller or remote computer. Inan alternate embodiment, the microprocessor/transmitter 220 could be amicroprocessor/transceiver wherein commands and/or parameters are sentto the device. A display (not depicted) may be attached to the housing240 of the electrical components. The display may be coupled tomicroprocessor/transmitter and display a tension measurement collectedby the load sensor. A battery 230 may be disposed in housing 240 toprovide power to the microprocessor/transmitter and the load sensor. Inan embodiment, battery 240 is a rechargeable battery.

Another embodiment of a cargo restraint system 300 is shown in FIG. 11.Restraint system 300 includes a motor 307, a drive 306, a battery pack308, controller/communication boards 309, and load sensors 310. In oneembodiment, drive 306 may be a harmonic drive, in another embodiment,drive 306 may be another gear reduction mechanism such as a planetarygear. A drive screw 303 is rotated by motor 307, through the drive 306and a thrust load bearing 304. Drive screw 303 is coupled to main loadcarrying connector 320 via complementary thrust carrier connectors 321and 322. Drive screw 303 threading is complementary with internallythreaded load tube 302 which is connected to upper hook 301. Hook 301may be fastened to a securing member (not shown). A bottom hook 311 iscoupled to the main case 305 via a bottom load carrier 314. Elastomerrings 315 are used between the various components to create a dirt andmoisture resistant barrier and to reduce vibration in the system. Whilethe use of hooks are depicted in this embodiment, it should beunderstood that any kind of connector may be used to couple therestraint system with the securing member, including hooks and clawsdescribed earlier).

As discussed in previous embodiments, motor 307 generates the forcenecessary to pull hook 301 inward into the load carrier cover 316 totighten the load. Motor is reversible and can reverse the direction tomove the hook away from the housing body. Motor 307 is powered bybatteries 308. Batteries 308 and microcontroller/transmitter electronics309 are positioned in a cavity defined by upper case 317 and batterycase 318. An operation button 323 is disposed on the upper case 317.During use, a user of the device can initiate tensioning or release oftension using the operation button. One or more indicators 324 are alsocoupled to the upper case. Indicators can be used to indicate thevarious operating states of the system.

The controller/communications assembly in each of the embodimentsdescribed herein includes a controller board which receives valuescorresponding to the amount of tension placed on the device, throughtensioning on the chain, by communicating with the tension sensors(e.g., load cell 110). A microcontroller in controller/communicationsreceives tension information from a tension sensor and processes thetension information to filter out the “noise.” As used herein, the term“noise” refers to the changes in tension produced by movement of thesecuring member and/or the cargo. Noise filtering smoothes the tensiondata to allow the system to ignore slight changes in tension that resultfrom these movements. After noise filtering of the tension data, thefiltered tension information is used by the controller to determine ifthe securing member is undergoing a loosening or tightening whichrequires adjustment of the tension applied by the securing member to thecargo.

In one embodiment, noise filtering is done by measuring the initialtension on the restraint system when the cargo is secured. This sets abaseline tension measurement. Noise is then defined as a percentage ofthe baseline tension (e.g., 10%). Any tension values subsequentlymeasured that are within ±10% of the baseline tension can be considerednoise and the information discarded or ignored. If the tension changesby more than the predetermined percentage, then an alert is sent tocheck the cargo and adjust the position of the cargo or the tension onthe securing member, as appropriate.

Noise can also be defined based on the time that the tension on thesecuring member is changed with respect to the baseline tensionmeasurement. For example, if the tension is rapidly changing (i.e.changes values in less than one minute), it could be assumed that thechange is due to slight movement of the cargo or movement of thetransportation vehicle for the cargo. However if the tension changes andremains outside the baseline tension for a set time (e.g., one minute),an alert may be raised to indicate that the restraint system needs to bechecked and the tension adjusted.

In an embodiment, noise levels are determined using a smart learningapproach. Rather than just basing noise on a percentage of an initialmeasurement value, noise can be determined by constant monitoring of thetensions on the cargo, and using the tension data to determine how muchvariation in tension occurs during transport of the cargo. Applyingstatistical analysis and taking account the transportation conditions, amore sophisticated noise model is created. The noise model is used bythe controller to determine when the tension of the securing members onthe cargo is outside of an acceptable range. The use of a noise modelcan help prevent false positives.

In addition, the controller board/load cell combination is designed tohelp the user to know how much force is being applied to the load duringthe tie-down process. During the tie-down process the device reads theload cell through the microprocessor and then communicates thatinformation through the communication board to the remote control. Thedata may be communicated via Wi-Fi, over the internet to a laptop, orsmart phone or if the user's vehicle has a Wi-Fi connection, thevehicle, or via Bluetooth directly to the user's smart phone or thethrough a separate RF receiver which then may be sent over the Internetvia Wi-Fi. Thus, the communication board can have multiple communicationmodalities: Wi-Fi, Blue Tooth, RF or even through Near FieldCommunication as required. Such communication capabilities allow othersbesides the adjacent user to oversee the tensioning process and then tomonitor load throughout transit, through the Internet via Wi-Fi, smartphone, direct satellite link, RF or other wide range technology.

In another embodiment, preset loads are programmed into themicroprocessor to insure a minimum load is attained or to insure that anovertensioning event does not happen upon loading or during transit. Inthe case of a loosening event while underway, the device can beprogrammed to attempt to automatically re-tension up to the load limitas well as alerting the user of the event. The load information isdetermined, to some extent, by the mass of the cargo. Based on the massof the cargo, and the initial tension, the controller may set adeviation value (e.g., 10%) which represents the tension that willtrigger an alert or change by the system.

The system can be programmed or commanded to release the load byunwinding at the destination, thus speeding up the unloading process.Proper security algorithms can be utilized to keep the load from beingreleased inappropriately by the user or by hackers.

The system may be capable of transmitting locational information. In anembodiment, a GPS may be included to determine and report the locationof the cargo restraint system. This could assist the user with trackingthe location of cargo being transported, or to ensure the cargorestraint system is not left behind during use (i.e. loading, unloading,etc.). The unique identifier of each cargo restraint system may also beused to quickly determine the number of available and active devices onthe truck to quickly assess if adequate devices are available fortransporting cargo, or to ensure that none of the devices are leftbehind at a location. A Local Positioning System (LPS) algorithm may beused to determine the relative position of the cargo restraint systemwith respect to the smart controller (located on the truck) to ensurethat cargo restraint systems are not lost or stolen.

Cargo restraint system may be engaged or disengaged via a remotecontroller or smart phone app. A switch on the cargo restraint systemmay be disabled via the remote controller, or smart phone app, forsecurity purposes with the benefit of being notified of changes intension when the load is parked/not moving.

The controller allows controlling, monitoring and adjusting multiplecargo restraint restraint systems. For example, when securing a load, amultiple of CRTS tension to a preset force, equalizing among the CRTS.

In an embodiment, transport data is captured and analyzed to automateload tensioning. Transport data may include capture: tension level overtime, geographic position and type of cargo. Transport data may bestored in a database. The captured transport data may be provided as aninput to the auto-tensioning and monitoring of loads.

The internal controller may include learning capabilities which assistin determining the preset tension limits. For example, capture data onequipment type and configuration (e.g. Case 580C front end loader,etc.), analyze algorithmically, and place into a database for futurereference to configure cargo restraint systems and automatically tensionequipment during loading.

Further modifications and alternative embodiments of various aspects ofthe invention will be apparent to those skilled in the art in view ofthis description. Accordingly, this description is to be construed asillustrative only and is for the purpose of teaching those skilled inthe art the general manner of carrying out the invention. It is to beunderstood that the forms of the invention shown and described hereinare to be taken as examples of embodiments. Elements and materials maybe substituted for those illustrated and described herein, parts andprocesses may be reversed, and certain features of the invention may beutilized independently, all as would be apparent to one skilled in theart after having the benefit of this description of the invention.Changes may be made in the elements described herein without departingfrom the spirit and scope of the invention as described in the followingclaims.

What is claimed is:
 1. A cargo restraint system comprising: a body; afirst connecting end and a second connecting end on opposing sides ofthe body, wherein the first and second connecting ends are coupled to asecuring member which is used to restrain the cargo; one or more loadsensors coupled to the first connecting end and/or the second connectingend; a controller coupled to the one or more load sensors, thecontroller configured to receive tension information from the one ormore load sensors, wherein the controller comprises a transmittercapable of transmitting the tension information to a remote device; andwherein the controller is further configured to filter out noiseassociated with the tension information, wherein the noise is associatedwith changes in tension produced by movement of the chain and/or thecargo.
 2. The cargo restraint system of claim 1, wherein the filteredtension information is used by the controller to determine if thesecuring member is undergoing a loosening or tightening which requiresadjustment of the tension applied by the securing member to the cargo.3. The cargo restraint system of claim 1, wherein the noise is definedas a percentage of a baseline tension, and wherein the controller isconfigured to send an alert to the remote device to indicate that thetension of the securing member on the cargo should be adjusted if themeasured tension exceeds the noise.
 4. The cargo restraint system ofclaim 1, wherein the controller is capable of transmitting tensioninformation to the remote device using multiple communicationmodalities.
 5. The cargo restraint system of claim 1, wherein thecontroller comprises preset tension limits, wherein the controllerprovides an alert when the tension measured by the one or more loadsensors is greater than or less than preset tension limit.
 6. The cargorestraint system of claim 5, wherein the tension limits are receiveddynamically.
 7. The cargo restraint system of claim 1, furthercomprising a restraint system disposed in the body, wherein therestraint system is configured to increase or decrease the tension onthe securing member.
 8. The cargo restraint system of claim 7, whereinthe amount and timing of increases and/or decreases in the tension onthe securing member is learned over a period of time.
 9. The cargorestraint system of claim 7, wherein the restraint system is configuredto increase or decrease the tension on the securing member in responseto an alert produced by the controller when the tension on the securingmember is above or below a predetermined tension.
 10. The cargorestraint system of claim 7, wherein the controller comprises presettension limits programmed into the controller, wherein the restraintsystem is configured to increase or decrease the tension on the securingmember in response to an alert produced by the controller when thetension on the securing member is above or below the preset tensionlimits.
 11. The cargo restraint system of claim 1, wherein thecontroller provides an alert when the tension drops below apredetermined level that indicates that the cargo is no longer securedby the securing member.
 12. The cargo restraint system of claim 1,wherein the batteries are configured as a removable battery pack. 13.The cargo restraint system of claim 12, wherein one or more removablebattery packs can be recharged on the vehicle.
 14. The cargo restraintsystem of claim 1, wherein selected parameter(s) and/or measured tensionis/are transmitted to a remote location on a specified interval.
 15. Thecargo restraint system of claim 14, wherein the transmitter is capableof transmitting the tension information over WiFi to an Internet site.16. The cargo restraint system of claim 14, wherein the transmitter iscapable of transmitting the tension information over WiFi to a privateWiFi recipient.
 17. The cargo restraint system of claim 14, wherein thetransmitter is capable of transmitting the tension information over acellular network.
 18. The cargo restraint system of claim 14, whereinthe transmitter is capable of transmitting the tension information overa satellite network.
 19. The cargo restraint system of claim 1, whereinmultiple devices can act in a coordinated manner to secure a cargo load.20. The cargo restraint system of claim 19, wherein the multiple devicesthat coordinate share a means of coordinating that excludesnon-coordinating devices.
 21. The cargo restraint system of claim 1,wherein the tension information is transmitted to a personal device. 22.The cargo restraint system of claim 21, wherein commands and settingsare transmitted from the personal device to the controller.
 23. A methodof restraining cargo comprising: passing a securing member around atleast a portion of the cargo; coupling the ends of the securing memberto a cargo restraint system, the cargo restraint system comprising: abody; a first connecting end and a second connecting end on opposingsides of the body, wherein the first and second connecting ends arecoupled to a securing member which is used to restrain the cargo; one ormore load sensors coupled to the first connecting end and/or the secondconnecting end; a controller coupled to the one or more load sensors,the controller configured to receive tension information from the one ormore load sensors, wherein the controller comprises a transmittercapable of transmitting the tension information to a remote device;increasing the tension on the securing member to secure the cargo;monitoring the tension on the securing member using the one or more loadsensors wherein, during monitoring, the controller filters out noiseassociated with the tension information, wherein the noise is associatedwith changes in tension produced by movement of the chain and/or thecargo; and transmitting the tension information to a remote device.